Automatic stop and slow light signal



Aug. 14. 1928.

G. E. HOGLUND Filed May 4, 1925 AUTOMATIC STOP AND SLOW LIGHT SIGNAL 2 Sheets-Sheet flw as 19 2o 22 9 1 I 9 2 x; 18 26 6 750} in mi W0 47 I "Jig" 15 35 /& 37 j 0 60 5 40 z a a 26 INVENTOR. Zurzc a? ATTORNEYf.

v G. E. HOGLUND AUTOMATIC STOP AND SLOW LIGHT SIGNAL Filed y 1925 2 Sheets-Sheet INVENTOR. (7: Z7. HOyZaW (Z A T/TORNEYX Patented Aug. 14, 1928.

1 UNITED STATES GABRIEL E. HOGLUND, OF SEATTLE, WASHINGTON.

AUTOMATIC STOP AND SLOW LIGHT SIGNAL.

Application filed May 4, 1925. Serial No. 27,964.

This invention relates to an improvement in automobile signals which are adapted to be automatically actuated by the speed of the vehicle to indicate that the vehicle is being 6 reduced to a minimum speed 01' is stopping,

so that a following vehicle, or persons interested, may be appropriately notified of contemplated conditions of operation of the siglnaling vehicle.

he signaling devices of the present invention are designed to be operated by appropriate switches controlled by speed responsive devices similar to the actuating mechanism of the usual speedometer. with 1 the speed responsive devices connectedto any appropriate part of the moving vehicle or power plant, and the switches unresponsiye to the increasing speed of the vehicle, while automatically responsive to the decreasing speed thereof after such speed has reached a predetermined minimum.

The invention is illustrated in the accompanying drawings, in which:

Fig. 1 is a view in elevation, partly m section, showing the improved signaling devices.

Fig. 2 is a section on line 2-2 of F1g. 1.

Fig. 3 is a broken detail showing one of the switches and the relation thereto of the operating means on increasing speed of the vehicle.

Fig. 4 is a similar view showing the operation of the switch on the descreasing speed of the vehicle.

Fig. 5 is a view similar to Fig. 1, showing a modified construction.

The improved signaling device comprises a casing 1, preferably of cylindrical shape, having a removable cover 2 secured at 3.

An auxiliary casing 4 is provided with an extension 5 to seat in an opening 6 in the bottom of the casing 1, a set screw 7 providing for the separation of the casings at will. A drive shaft 8 is mounted in the auxiliary casing, to be removably connected to the conventional speedometer shaft 9, terminally provided 1n any usual or preferred manner to be driven by any appropriate part of the vehicle, power plant, or driving connections, in order that the speed of the vehicle may be so transmitted to the drive shaft. A bevel gear 10 is secured on the drive shaft 8 within the auxiliary casing, and cooperates with a bevel pinion 11 secured upon the terminal of a shaft 12 rotatably supported in a bushing 13 arranged in the extension 5 of the auxiliary casing and in a bushing 14 secured within a walled opening 15 in the cover 2. The collar 16 is secured at 17 to the shaft 12 near the upper end of the latter, a similar collar 18 being slidable on the shaft 12 below the collar 16 with an intermediate coil spring 19 tending to normally separate the collars. Arms 20 are secured in diametric relation to the collar 16 and provided with terminal weights 21, preferably of ball shape, and arms 22 are pivotally connected to the arms 20 and to the sliding collar 18. The construction just described is conventional, and under the rotation of the shaft 12, the collar 18 will be caused to approach the collar 16 against the tension of the sprin 19.

Mounted on the shaft 12 below the sliding collar 18, is a sleeve 23, which is connected to the collar 18 to permit independent rotation of the sleeve and collar while compelling the sleeve to follow the movements of the collar longitudinally of the shaft. A collar 24 is secured to the shaft 12 below the sleeve to limit the movement of the sleeve in normal or inoperative position. The sleeve is provided with diametrically opposed depending arms 25, to the lower ends of which are pivotally connected switch levers 26. As shown in Figs. 3 and 4, these switch levers are pivotally connected to the arms and sprin pressed in the upward direction to a limit poslt-ion substantially at right angles to the sleeve as determinedby a pin 27 carried by the arms in the path of movement of the levers. Thus in the upward movement of the sleeve, the levers will yield downwardly on meeting an obstruction, while in the downward movement of the sleeve, the levers are unyieldingly held in their limit positions in substantially rigid relation with the sleeve. The levers 26 project between guides 28 carrled by the bottom of the main casing 1 to insure a vertical guiding movement of the levers in the operation of the device.

The signaling elements proper comprise a signal casing 29 adapted to be secured at the rear or other appropriate part of the vehicle and carrying a signal, which when illuminated, will display the word Slow, as indicated at 30, and a similar signal 31, which when illuminated, will display the word Stop. The circuits for the signals include a conductor 32 for the slow signal, grounded beyond t1 signal, and extending from the signal to a contact 0st 33, removably secured in and insulated rom the bottom of the main casing 1. A similar conductor 34 leads from the stop signal, being grounded beyond the same, to a contact post 35 mounted in and insulated from the bottom of the main casing 1. The contact posts 33 and 35 are arranged on opposite sides of the shaft 12 and in alignment with the respective contact levers 26. The respective signal circuits are energized from a battery 36, one side of which is grounded, and the other side connected through conductors 37 and 38 with contact posts 39 and 40 mounted in and insulated from the bottom of the main casing and arranged respectively adjacent the contact posts 33 and 35.

Each cooperating pair of contact posts, that is, 33 and 39, and 35 and 40, support switch members through which the respective signaling circuits are to be closed. As the respective signals are energized under different operating conditions, it is apparent that the switches must be operated at different times. The slow signal switch, that carried by the contact posts 33 and 39, comprises a spring strip 41 terminally secured to the contact post 39 and having a vertical or upright section 42, and a second spring strip 43 of return bend form. having a depending vertical portion 44 normally in spaced aligned relation diametrically of the casing with the portion 42 of the spring strip 41. That portion of the spring strip 43 which is terminally connected to the post 33, is formed near the upper portion with an offset 45, which may be of any appropriate length, and which is so disposed as to be in the plane of movement of the adjacent contact lever 26, as the latter is elevated in the speed responsive action described. The stop switch includes a section 46 having the upright portion 47, and a second spring strip 48 having a depending contact portion 49 and an inwardly offset portion 50, the latter however, being arranged substantially at the lower end of the spring stri or immediately above the final position 0? the adjacent switch lever 26 when the vehicle is at rest.

In operation, it will be understood that as the vehicle gains speed, the switch levers 26 will be raised, but in such movement, will ride past the projections 45 and 50' of the respective switches without influencing or moving the switch strips, as the switch levers yield in the downward direction. As the speed of the vehicle is reduced however, and the switch levers moved downwardly,

. that lever engaging the offset 45 will force the spring strip laterally until the portions 42 and 44 of this switch engage. The slow signal will be illuminated indicating that the vehicle has reached and is traveling at a reduced speed. As the operating switch lever rides off the projection 45, the slow signal circuit is de-energized and the signal disappears. As the vehicle approaches a stop, the remaining contact lever 26 will engage the offset 50 of the stop switch, closmg the circuit and energizing the si nal, indicating that the si naling vehicle 1s being brought to a stop. ust before all motion of the vehicle ceases, the switch lever-rides below the projection 50, so that the stop signal is not continuously energized when the vehicle is at rest.

It will thus be apparent that as the vehicle is traveling at normal or increasing speeds, no signaling function is had, but that as the speed of the vehicle is decreased, a slow signal will be indicated at a predetermined minimum speed, and a stop signal as the vehicle is brought to rest. Of course the slow signal is maintained for varying ranges of travel, say. for example, at any speed from ten to five miles, though of course the arrangement of the length of the switch strip 43 and of the osltion and length of the offset 45, may e varied in accordance with any predetermined speed to be signaled.

In Fig. 5, there is shown a modification in which the speedometer shaft 51 is directly coupled at 52 to the power shaft 53. The governor mechanism 54 is the same as described in the preferred form, as are also the switch levers 55. The signals 56, 57, and the circuits indicated generally at 58, are as in the preferred form. The contact osts 59 however, are disposed in the side wa s of the casing, the switch strips 60 of each switch have overlying spaced terminals which on the downward movement of the switch levers are forced into contact to close the circuits. In the modified form as in the preferred form, the switches operate at different points in the movement of the switch levers, which result is secured by disposing the slow switch higher than the stop switch.

What I claim is 1. In a vehicle signaling system, a plurality of housings arranged for intercommunication, a shaft and a pinion carried by the shaft revolubly mounted in one of the housings, means arranged in the other of said housings and cooperating with the pinion to drive the shaft, a overnor mechanism mounted on the sha t within one of the housings, switches arranged in one of the housings, operating means movable longitudinally of the shaft and responsive to the movement of the governor mechanism, said operating means including pivotally mounted switch operating arms yielding in their upward movement by the governor mechanism to avoid operating the switches, and means to hold the arms against pivotal play in their downward movement to thereby cause the arms to operate the switches, whereby in that movement of the governor responsive to speed increase the switches are free of operation while such switches are operated in that movement of the governor responsive to speed decrease.

.2. In a vehicle signaling 5 stem, a housing, circuit controlling switc es carried by one wall of the housing, a governor shaft mounted in the housing and operated in the movement of the vehicle, a member slidable on the shaft and operated by the governor, switch operating arms pivoted in said memher and extended beyond same, guides carried by the casing to maintaima predetermined plane of movement Offthfl arms, and

means carried by the member to prevent rel- 15 ative pivotal movement of the arms in the movement of the member in one direction while permitting such pivotal movement of the arms in the movement of the member in the other direction, whereby in that movement of the member in which ivotal movement of the arms is prevente the switches may be operated, while in that movement of the member in which the pivotal movement of the arms is permitted the switches are not 85 operated. I

In testimony whereof I afix my si ature. v GABRIEL E. HOGLa ND. 

